Gas-engine.



No. 640,673. Paten ted Jan. 2, I900.

G. W. LEWIS.

GAS ENGINE.

(Application filed Nuv. 8, 1894. Renewed Sept. 22 1898.) (No Model.) 6Sheets-Sheet l,

Patented Jan. 2 I900. G. W. LEWIS.

GAS ENGINE.

(No Model.) I (Application filed Nov. 8, 1894. Renewed Semi. 22, 1898.)

6 Sheets-Shut 2,

no. 640,673. Patented Ian. 2, 1900.

a. w. LEWIS.

GAS ENGINE.

(Application filed Nov. 8, 1894 Renewed Sept 22, 189B.) (No Model.) 6Sheets-Sheet 3.

MW v No. 640,673. Patented Jan. 2,' I900.

' G. W. LEWIS.

GAS ENGINE. filed m 8, 1894; Renewed Sept. 22, 13981 (Application (NoModel.)

6 Sheets-Sheet 4.

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No. 640,673. Patented Jan. 2, 1900. G. W. LEWIS. GAS ENGINE.

(Application filed Nov. 8, 1894. Renewed Sept. 22, 1896.)

6 $heets$heet 5,

(No Model.)

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(Application filed Nov. 8, 1894. Renewed Sept. 22, 1898.)

Patented Jan. 2, I900.

6 Sheets$heet 6.

(No Model.

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UNITED STATES PATENT OFFICE.

GEORGE W. LEWVIS, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE J. THOMPSON &SONS MANUFACTURING COMPANY, OF BELOIT, WISCONSIN.

GAS-ENGINE.

' SPECIFICATION forming part of Letters Patent N 0. 640,673, datedJanuary 2, 1900.

Application filed November 8, 1894:- Renewed September 22, 1898. SerialNo. 691,629. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE W. LEWIS, of Chicago, in the county of Cookand State of Illinois, have invented certain new and use- 111Improvements in Gas-Engines; and I do hereby declare that the followingis a full, clear, and exact description thereof, reference being had tothe accompanying drawings, and to the letters of reference markedthereon,

to which form a part of this specification.

This invention relates to improvements in gas or vapor engines, andrefers more particularly to improvements in governing mechanism forgas-engines.

The object of the invention is to secure a more reliable control of thesupply-valve and. to secure the stoppage of the engine in case thegovernor-driving belt should break.

In the drawings I have shown both vertical and horizontal gas-engines,each containing some of the improvements referred to.

Figures 1 and 2 are side elevations showing opposite sides of a verticalengine. Fig. 3 is vertical section of the vertical engine in the axis ofthe bearings of the crank-shaft, said crank-shaft and the fiy-wheels andpulley thereon being shown in elevation. Fig. l is an enlarged axialsection of the power end of the cylinder in the same plane as the sameparts are shown in Fig. 3. Fig. 5 is a horizontal section in the planeofline 5 5 of Fig. 4. Fig. 6 is a longitudinal section of thepower-cylinder, showing by a series of arrows the direction taken by theinflammable mixture when admitted to said upper cylinder. Figs. 7 and 9are side elevations of a horizontal engine containing my improvements,said figures showing opposite sides of the engine. Fig. 8 is an enlargedview of the cam seen in side elevation in Fig. 7 and circuit-closerengaged by said cam. Fig. 10 is a side elevation, enlarged, of thegovernor shown on a small scale in Fig. 7; and Fig. 11 is a top view, inpartial section, of said governor devices.

In the following description it will be understood that the combinedpower and pumping cylinder (shown in its details in connection with thevertical arrangement of the engine) is the same as that of thehorizontal engine.

First describing the engine in connection with the figures showing thevertical form thereof, A represents the frame supporting the variousparts. B is a centrally-cranked power-shaft, mounted in bearings b ofsaid frame and carrying the driving-pulley B and fly-wheels 13 B C C areguides for a cross-head D,said guides being secured to the frame, asshown in dotted lines in Fig. 2 and in full lines in Fig. 3, orotherwise, as. may be preferred.

E is the pitman connecting the cross-head D with the crank B on theshaft B.

F is the cylinder, of which F is the power end and F the pump end. Saidcylinder F is closed by heads ff at both ends, the head f, closing thepump end of the cylinder, being provided with a stuffing-box, throughwhich works the piston-rod f connected, respectively, to the cross-headD and to the piston or plunger F G is a carbureter, which in some formwill be employed when the engine is intended to use the vapor of aliquid hydrocarbon with air as the explosive mixture, g being the inletair-pipe, having a straight portion which passes through the upper headof the chamber for the liquid hydrocarbon and its lower end perforatedat its sides, as indicated by dotted lines in Fig. 2. The said air-pipeg is shown as being vertically adjustable within thecarbureting-chamber.

G, Fi s. 1 and 3, is a supply-tank, G being a pump operated allowably bya peripheral cam on the main shaft B, as indicated in Fig. 1, andconnected with the supply-tank G by a pipe 9 and with the carburetor bya pipe 9 An overflow-pipe leading from the carbureter back to thesupply-tank is shown as 9 said overflow-pipe being indicated as havingits open end within the carbureter at asuitable distance above thebottom of the latter to give the desired or predetermined level toliquid within said carbureter.

H is a valve for admitting the explosive mixture into the cylinder, saidvalve, as herein shown, opening directly from the carbureter into avalvechamber or chest H,whicl1 communicates with the cylinder. When other gasthan hydrocarbon vapor is used, this valve II will similarly admit themixture of gas which is delivered to it in any suitable manner.

The cylinder F is connected with a chamber F which, as a specialimprovement, is shown as being external to and concentric with thecylinder proper or, as preferred, external to its lower portion only,said chamber F being in communication with the lower end of the interiorof the cylinder proper by one or more wide passages f and alsoincommunication with the valve-chamber H through one or more passages h.The chamber F is also in communication with the power end F of thecylinder F when the piston F is at or near the extreme end of its powerthrow, which in the illustration of the invention now being described isthe downstroke of the vertical engine. The piston F is shown as being intrunk form, being hollow in order that the communicating spaces,consisting of the space directly below the piston and the outer space F,may be as large as possible in proportion to the space behind the pistonafter the power-stroke has been completed within the least practicablelimits, the relative proportions of these spacesin the engine shownbeing about four to one. In other words, the space within the cylinderand below the piston when the latter is elevated or at the end of itscompression-stroke plus the space F is about four times the contents ofthe space behind the piston when the latter has completed its down orpower stroke.

Several advantages are gained by the construction in which the chamber Fis made of annular form and surrounds the cylinder and reaches from theport f to the port f, a principal one being that in this constructionimmediate communication is aiforded between the said chamber and thepower end of the cylinder by the port f extending through the thicknessof the cylinder-wall only, so that the compressed air may expanddirectly from the chamber into the cylinder. The entrance of air is thusmade much more prompt and the speed of the engine correspondingly morerapid than in a construction in which the air-chamber is located at adistance from the power-cylinder, so that the air must be forced througha long passage in passing from the air-chamber to the said cylinder.

The piston F covers the passages f" except when said piston is at andnear the end of its power-stroke, as fully indicated by Figs. 3, 4, and6. The piston is provided with a recessf", as best seen in Figs. 4, 5,and 6, which recess is arranged to come opposite the inlet-portsf whenthe piston is at the end of its power-stroke, as also indicated in Figs.i and (3, said recess having its rear wall f abrupt, so as to deflectthe incoming mixture of gas and air toward the power-head of thecylinder, as indicated in Fig. 6. The exhaustports f of the cylinder arearranged at right angles to the inlet-ports f, as plainly shown in Figs.l 5, and (3, instead of opposite said inlet-ports, as heretofore. Bythis means the escape of the explosive mixture admitted by theinlet-ports is prevented, said mixture being forced toward the adjacenthead of the cylinder and gradually filling the power end of the cylinderfrom that end toward the piston in the gradual opening of the saidinletports, as indicated in Fig. (3, forcing the dead gases out throughthe exhaust-ports f without material escape of the live mixture, specialeconomy in this particular being attained by the right-angulararrangement of the inlet and exhaust ports shown and described.

In the integral cast construction shown I have provided an openingfthrough the outer wall of the external chamber F which is ordinarilyclosed with a cap f, as shown in Figs. 2 and 5, said opening serving inthe original construction to permit drilling of the ports f and theremoval of the cap f giving access to the said ports f" for the purposeof inspecting and clearing them, if necessary.

G represents a stop-cock in the pipe for the supply of gas or mixture tothe lower compartment of the valve-chest II, which stopcock mayobviously be more or less remote from the engine, according to theparticular arrangement of the source of supply of the mixture.

It will be observed that in the construction above set forth buta'single valve is employed in the entire engineto wit, the supply-valveI'Iand it will also be observed that this valve is remote from theheated power-cylinder and is isolated from the parts connected with thepower-cylinder by the interposed chamber-F, to which the cool mixture issupplied on its way to the power end of the cylinder.

The construction of the cylinder and arrangement of the inlet andexhaust ports are not herein made the subject of claims, but suchconstruction is set forth and claimed in an application filed on the21st day of June, 1899, Serial No. 721,376, and which is a division ofthis application.

The sugply-valve II is operable at each r0- tation of the crank-shaft land may be controlled as to the length of its opening stroke, andtherefore as to the amount of mixture supplied through the same, by anysuitable form of controlling mechanism. The valve is opened by suctionor, in other words, upon the back stroke of the piston F in which strokethe explosive mixture passes from the outer chamber F through the port finto the space directly below the piston and from the carburetor orother source of supply through the valve II into the said outer chamberF the said valve II being of course lifted oil? its seat in thisoperation by the superior atmospheric pressure beneath it. In theconstruction shown in the drawings illustrating the vertical form of theinvention the extent of the opening movement on the part of the valve His shown to be controlled by a centrifugal governoracting upon awedge-shaped gage I, connected with an arm 1'. Said armi '6 to a collar1 on the main shaft.

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this collar I and the hub of the fiy-wheel B is inserted a second collar1 having one of its edges inclined, as shown at F, in conformity withthe contiguous end of the wheel-hub, and with this interposed, beveled,or inclined edged collar I is connected the lever J of a familiar formof centrifugal governor. (Seen in Figs. 2 and 3.) The stem h of thevalve II extends through the wall of the valve-chest and below the gageI is provided with the usual adjustable nut 71., that strikes the loweredge of said gage when the valve is lifted. The farther outward the gageI is thrown the less the distance, therefore, to which the valve II willbe lifted, and as the greater outward throw of said gage will resultfrom the higher speed of the engine (through the operation of thecentrifugal governor) the higher the speed of the engine the less theopening of the supply-valve II and the less of the explosive mixturewill be supplied to the engine. No novelty is claimed in the essentialfeatures of this mechanism above described for controlling the degree ofopening on the part of the valve H, although I now show an improved formof the wedge, which may be employed with advantage instead of the usualform, if desired. Such improved form of the wedge is adapted for use inconnection with other forms of means for regulating its movements, aswill be seen from the description hereinafter given of the constructionshown in the figures illustrating the horizontal form of the engine, inconnection with which its special operation will be fully set forth.

The electric mechanism for producing the spark in the power end of: thecylinder is shown in Figs. 1, 3, and 4. Of this mechanism K is a diskfixed on the crank-shaft B, which disk has a short laterally-projectingcontact or cam 7t upon one of its sides. It are electrodes, of which theformer bears continuously against the even-surfaced side of the disk K,and the latter, or 70 is in position to be struck by the projection 70on the opposite side of said disk at each revolution of the crank-shaft.Projecting through a mass of insulating material 70 contained within atube 70 which is inserted into the head which closes the power end ofthe cylinder F, is an electrode 76, said electrode protruding into theinterior of the cylinder, as indicated clearly in Figs. 3 and 4. K is alever within the power end of the cylinder, said lever being pivotedbetween its ends and adapted to vibrate toward and from the adjacenthead of the cylinder, the longer arm being arranged to strike the innerend of the electrode 70 and being normally held in contact with saidelecnected with the upper end of the cylinderas, for example, shown at7.2 in Figs. 1, 3, and 4-a nd the electrode k is connected with theouter end of the electrode it as indicated in Fig. 3. In the circuit isshown a battery L or other source of supply of electricity.

The arrangement of the contact 7i) on the disk K with reference to thestroke of the piss ton F is shown to be and desirably is such that thecircuit is closed at the time the stud 70 on the piston strikes thelever K, Whereupon the circuit is opened between the long arm of thelever and the electrode 70 to produce a spark at such break in thecircuit just before the piston has completed its compression-stroke. Thecontact 70 is circumferentially short and leaves the electrode 10 beforethe lever K again strikes the electrode 70 so that for a brief time thecircuit is broken at two points, and the closure of the circuit byresumed contact of the lever K with the electrode k is not followed bythe production of a spark between the contact projection 70 and theelectrode k by reason of the distance at tained bet ween these twocontacting elements when the circuit shall have been closed within thecylinder.

When it is desired to start the engine, gas may be pumped into the powerend of the cylinder either by the pumping device shown in Fig. 7 and inthe prior application for patent, Serial No. 520,590, filed by me August15, 1894, or by rotation by hand of the main crank-shaft of the enginewhen the size of the engine is so small as to permit. For use inconnection with the larger sizes of engines I have provided anadditional improvement, which will be described in connection with thefigures showing the engine in horizontal form, which will be the usualform of such larger sizes.

M represents a pin which passes freely through the head f of thecylinder and is provided at its inner end with an enlargement fitted toacountersink in the inner surface of said headfand serving as a valve toclose the space around the freely-movable pin, the valve being normallyheld to its seat by means of a spring m, arranged external to thecylinder-headf about the pin and between the cylinder-head and a knob onthe outerend of the pin. This pin M is adapted to be pushed inwardagainst the long arm of the lever K, so that the operator may by thismeans break the circuit and produce a spark by hand. This device will beemployed mainly in connection with engines of the larger sizes, whichwill usually be provided with the charging-pump.

N represents a plug fitted to an opening arranged opposite the sparkingdevices in the power end of the cylinder F, by which from time to timethese parts may be inspected without removal of the cylinder-head.

O is a valved oil-drip pipe leading from the lower end of the cylinderF.

Next describing Figs. 7, 8, and 9, which illustrate the improvements inthe sparking mechanism and in the governor in connection with thehorizontal form of the engine, it

IIO

will be understood that the construction of the cylinder and generallyof the hidden parts in Figs. 7 and 9 correspond with the same parts inthe previously-described figures. In Figs. 7 and S is especially shownthe improvement in the electric-sparking circuit. K shows the same diskon the crank-shaft as in the previously-described figures, and the shortcircuit-closing projection on said disk. In this improvement I haveshown a movable electrode for giving a closed circuit when thecrank-shaft is brought to a position past the dead-center by hand toenable the engine to be started by an explosion produced by breaking thecircuit within the cylinder by hand and by inward thrust of the pin M,already described. In the preferred form of the movable electrode shownP represents a bifurcated piece for contact with the projection 70, saidbifurcated or forked electrode having two arms 1) p and being adapted tooscillate asawhole in the axis of the arm or fork p. l? is the rod intowhich a shank p of the electrode P, arranged in a line with the forkp,is insulated, as most plainly shown in Fig. 8, said rod P being mountedin fixed bearings within which it may rock and being provided with alaterally-projecting lever arm or handle P at its end remote from thefork. P? is a fixed stud containing two notches, into either of which alatch-spring 17*, attached to the lever-arm P may catch to hold theoscillating rod 1? in either one of the positions to which it may berocked. The axial fork p of the electrode P corresponds with theelectrode k in the construction shown in the preceding figures. Theobject of the second and offset fork p is to effect the closure of thesparkingcircuit when the crank-shaft is off the deadcenter in thedirection it is to revolve, so that in a heavy engine a movement of thefly-wheel by hand to bring the crank-shaft thus a little beyond thedead-center may enable the engine to be started or initially put inmotion by a spark-produced explosion. Preparatory to this explosion theelectrode is rotated into the position shown in Fig. 7 and desirablylocked by the catch 133 or other suitable device, the ily-wheel isturned forwardly to bring the projection kinto contact with the offsetfork p, and with the parts in these positions explosive mixture ispumped into the cylinder by means of the devices illustrated in Fig. 9or otherwise,after which the pin M is pushed inwardly by hand to breakthe circuit at the electrode 71: within the cylinder and there producethe spark required. The crank-shaft being off and past the dead center,as stated, the explosion which results from the spark thus produced setsthe engine in motion. As soon as the engine has been put in motion theforked electrode P is rotated to bring the offset fork 1) out of thepath of the projection 70, leaving the fork 1) only in the path of saidprojection, and thereafter the action is that described in connectionwith the preceding figures of the drawings. The last-mentioned positionof the electrode is clearly illustrated in Fig. 8.

The sparking mechanism above described is not herein made the subject ofclaims; but such mechanism is set forth and claimed in an applicationfiled by me on the 21st day of June, 1899, Serial No. 721,375, and whichis a division of this application. y

In Figs. 9, l0, and 11 are shown myimprovements in governing devices.Inthe form in which these are here illustrated R is a bracket secured tothe valve-chest H, from which bracket projects a pin or spindle It, thatstands parallel with the crank-shaft. On the pin R is mounted a sleeve Rthat carries near its inner end a pulley R over which is trained a cordor belt T,which also passes over a similar pulley on the crank-shaft, asseen in Fig. 9. Between the pulley R and the bracket R is mountedloosely on the pin R a sleeve R, having a laterally-projecting arm 1",that carries at its outer extremity a suitably heavy pulley 7' arrangedto ride on the belt T. At the outer end of the sleeve R is secured acollar R having arms riwhieh are directed inwardly toward the pulley Rand at their inner extremities have pivoted to them the bell-cranks R.Upon the sleeve R is arranged a sliding sleeve R which is normallypressed inwardly against or toward the pulley R byan expandingspringrflwhich bears at its outer end against the collar R and at itsinner end against the sleeve R or against an interior shoulder thereof,as illustrated in Fig. 11. The inner arms of the belleranks R are curvedto opposite sides of the sleeve R as shown in Fig. 10, with which sleevethey connect appropriately by pins 0*, and the outer arms of saidbell-cranks carry the governor-weights r. R is a collar set loosely in acircumferential groove in the sleeve R and with said collar are engagedthe forked ends of the arm 0- of a bell-crank R", which is pivoted atits angle on a vertical pivot to a lug 2' upon the bracket R, theremaining arm 1" of said bell-crank R projecting horizontally inwardback of the pulley R R Fig. 10, is a nearly-vertical lever pivoted at rto the bracket on an axis parallel with the spindle R and carrying atits lower end a forked wedge 0' or other suitable form of movable gagefor limiting the opening movements of the supply-valve. In this instancethe gage-wedge projects between the fixed guide 0', through which thestem of the supply-valve of the engine projects downwardly, and the nutr adjustably fixed on the lower extremity of said valve-stem. Above thepivot r the bar R projects into suitable engagement with the bell-crankarm 1', as, for example, indicated in Fig. 11. R is a spring having itsupper end fixed to the bracket R and its lower end arranged to pressoutwardly against the bar R in such manner as to tend to retract theforked wedge r between the guide 2' and the nut r Said spring R isadapted to be adjusted in its outward pressure upon the bar R as, forexample, by means of an adj listing-screw o -and its adjusted strengthshould be such as to fully resist the centrifugal force of the governorat the highest proper speed of the engine, even in wide fluctuations ofthe load, in order that there may never be a failure to admit asufiicient quantity of the explosive mixture to insure an explosion. Itmay not and preferably will not even touch the bar B when the engine isunder load or until its speed from release of load shall resume itsallowable maximum. R is an arm projecting downwardly from the loosesleeve R in front of the bar R but normally clear of said bar.

The operation of the governing device above described is as follows: Inthe ordinary working of the device the riding-pulley r and its connectedbar R are idle, these being intended as a safety device to come intoaction in case the cord '1, which drives the governor, shall break, aswill be hereinafter. pointed out. The governor-balls are thrown outwardby centrifugal force due to the rotation of the pulley R sleeve R andcollar R by means of the cord T, and in such centrifugal action of thegovernor-balls the outer sleeve It is slid outwardly on the sleeve Rwith which it rotates. The spring r opposes such outward movement of thesleeve R in a familiar manner, and upon an increase of load on theengine, in fact, moves the sleeve R inwardly. In the outward slidingmovement of the sleeve R (resulting from any of the familiar causestending to this movement) the bell-crank R is swung on its verticalpivot, with the effect of vibrating the lower end of the bar R inwardlyand of carrying the gage-wedge farther inward between the guide 0" andnut r and with the obvious result of correspondingly restricting theopening of the supplyvalve and the quantity of the next charge to beexploded in the power-cylinder.

The spring R is found to have an important steadying effect upon thegovernor by reason of its opposition to extreme inner movement of thebar R and by the application of a tension-adjusting device to thisspring the entire governor may be made to operate with the utmoststeadiness and accuracy through all variations of load, while it insuresthe proper and timely retraction of the gagewedge, and thereby preventsthe governor from racing and the engine from skipping an explosion. Saidspring should, to give the best results, be adapted to resist the inwardmovement of the gage-wedge with rapidlyincreasing tension, and, ifdesired, an adj ustable stud 1- may be arranged behind the springbetween its ends, as indicated in Fig. 10, to very largely increase itsresistance to an exceptional impulse of the governor-such, for example,as might result from a very sudden and extreme reduction of load.

It will be observed that in the construction shown in the drawings thebell-crank arm 0' the spring 7' will contribute to the retraction of thegage-wedge, but in any case the spring It, provided with means foradjusting its retractive force, is important in insuring proper actionof the gage-wedge, and especially in preventing the racing of thegovernor, from which racing may result an interruption of the regularityof the explosions, which are intended in this engine to occur at everystroke, whether the engine be running with a load or light.

In case the cord or belt T should break the weighted pulley r falls andforces the arm R against the bar R with the effect of carrying the wedger so far inward as to prevent effective opening of the supply-valve, andthus of stopping the engine.

I have shown the gage-Wedge as having very easy or gradual taper at theend portions of its length and an intermediate portionhavingamoreabruptinclination. In runningthe engine with a continuouslyheavy load (with slight variations) the thinner end of the gagewedgewill be in action, andin run ning continuously light (with slightfluctuations in load) the thicker end portion of said wedge will be inaction; but in running with the average load, with usual fluctuations,the middle or more abruptly-inclined portion of the wedge will be inaction, with the result of giving quick effect of the fluctuations uponthe operations of the supply-valve.

I do not wish to be restricted to the precise details illustrated in thedrawings and above described, inasmuch as my improvements may beembodied in other forms without departure from the principles ofinvention 1111 derlying them.

I claim as my invention- 1. In combination, with the supply-valve of agas-engine, a movable device or gage adapted to engage the stem of thesupplyvalve for the purpose of limiting the opening movements of thevalve,and a centrifugal governor for operating the gage device, aspringapplied to the gage device and operatingin opposition to the centrifugalaction of the governor, said spring being adapted to act only orprincipally when the engine is running light and preventing the skippingof an explosion.

2. In combination, with the supply-valve of a gas-engine, a movabledevice or gage adapted to engage the stem of the supplyvalve for thepurpose of limiting the opening of the valve, and a centrifugal governorfor operating the gage device, a spring applied to the gage device andoperating in opposition tothe centrifugal action of the governor, andmeans for adjusting the tension of said supplementary spring, whereby itmay be made to act only or principally when the engine is running lightand, in so acting, may prevent the skipping of an explosion.

3. In combination with the supplywalve of a gas-engine and a gagedevice, operated by a centrifugal governor, forlimiting the openingmovements of said supply-valve, of a weight which rides on the cord orbelt by which the governor is operated, and means through which, uponthe rupture of the driving-cord and the fall of said weight, the lattermay exert its gravity to move the gage device into positionforpreventing the effective opening of the supply-valve.

4. In combination with the supply-valve of a gas-engine having anexposed valve-stem which has a nut or shoulder on its exposed portion,and a movable gage device adapted to limit the opening movements of thevalve by engagement with the said shoulder, a lever, as R, carrying thegage device, a centrifugal governor having suitable connections foroperating said lever, a spring,'as R arranged to exert its force uponsaid lever in opposition to the centrifugal action of the governor, andmeans for adjusting the resistance ofsaid spring,substantiallyasdescribed.

5. In combination with the supply-valve of a gas-engine having anexposed valve-stem which is provided with a nut or shoulder on itsexposed portion, and with a movable gage device adapted to limit theopening movements of the valve by engagement with said shoulder, alever, as R, carrying the gage device, a centrifugal governor havingsuitable connections for operating said lover, a spring, as R, arrangedto exert its force upon said lever in opposition to the centrifugalaction of the governor, means for adjusting the resistance of saidspring, a loosely-mounted hub or sleeve It" provided with an arm R andalso with an arm a" carrying a weightpulley which rides on a suspendedportion of the driving-belt by which the governor is operated, said armB being arranged to swing against the lever R when said weight-pulley isallowed to fall.

6. In combination with the lever R of a governing mechanism of agas-engine, the spring R provided with an adjusting device 0', and theadjustable stop r substantially as and for the purpose set forth.

7. In combination with the supply-valve of a gas-engine having aprotruding stem provided with a nut or shoulder, a movable gagewedgeoperated by a centrifugal governor and having a central,abruptly-inclined surface between less abruptly inclined surfaces at itsend portions.

In testimony that I claim the foregoing as my invention I ailix mysignature in presence of two witnesses.

GEORGE \V. LEWIS. lVitncsses:

M. E. DAYTON, TAYLOR E. Bnowx.

